Railway-traffic-controlling apparatus



Dec. 20, 192 7.

1,653,358 R. M. GILSON RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Dec. 11, 1925 2 F I L Y l 2o f l ,6

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INVENTOR 7 Patented as. 20,1927.

UNITED STATES PATENT OFFICE.

ROBERT M. GILSON, or PITTSBURGH, FPENNSYLVANIA, Ass GNoR, To THE Union swrrcn & SIGNAL COMPANYLOE SWISSVALE, PENNSYLVANIA, A CORPORATION or PENNSYLVANIA; 1

RAILWAY'TRAFFICCONTROLIJNG ArrARArus Application filed December 11,1926; Serial No. 154,104.

My invention relates to railway trafiic' controlllng 'apparatug and particularly to apparatus of the typegwherein alternating train governing energy is periodically ap- 5 plied to the track rails for the control of train carried governing mechanism.; The present invention relates to the trackway portion of such apparatus, andspec1fically to track circuits in which the source of track circuit current is located at the entrance end of the section and the track relay located at the eXit end. p a i I will describe two forms of. apparatusem-' bodying' my inventiomand will then point 15 out the novel features thereof in claims.

In the accompanying drawing, Fig. '1 is a diagrammatic view, showing one aform of apparatus embodying my invention and suitable for use wherelthe train governing current and the track circuit current are of thesame frequency. Fig. 2 is a diagrammatic view showing a modified-form of apable for use where the track circuitcurrent and the train governingcurrent areof different frequencies." i p Similar reference characters refer to simi- 'lar partsi'n each of theviews. i' 2" Referring first to Fig.;1','the reference characters land 1 designate the track rails of a railway. .along which trafiic normally moves. in'the direction indicated bythearrow. These rails are'div'ided by insulated joints 2 into a pluralityof track sections,

of which only onesection A-B is shown in the drawing. This vsection is provided with a track circuit comprising a trans former T located at the entrance end of the 7 section and atrack'relay R located at the 40 exit end. The secondary oftransformer T is connected across the track rails through a limiting inductanceQO, and the primary of this transformer is connected with the ter minals X andY of a suitable sourcegof alternating current which is not shown in the drawing; The track relay R comprises two windings 18 and 19-the former of which is connected across the track, rallsvthrough a windingfi, and the latter of which is con- 5o nectedfwith the terminals'X; and Y of the source of alternating current.

Alternating train, governing current is aupplile railsatthe exit end of the arm 9 carrying a double contact finger 21,

which contact finger is adapted forengagement with a fixed contact12 or a fixed contact 11. The rocker arm 9 is" pivoted atthe point 9 and is biased to such position t-hat the contact finger 21 engages the fixed contact 12. When the rocker arm 9 is swung in counter-clockwise direction by the cam 10. the contact finger 21is lifted out of engagement with the fixed contactc12 and into engagementwith the fixed contact 11;

.'-The circuitcfor the primary 4 of trans- I former C is from terminal X, through hack paratus embodying my invention and suitcontact 13 of track relay "R, cont-act 11 21-0f nating'currentj Itwill be seen that when track relay, R isde energized and the coding device E, is in operation, alternating current of the coding device. Motor 8 is provided witha circuit which passes from terminal Xythrough back contact 14; of relay R and when trackrelayR is de-energized. V

Thewindmg 6 is in mutual inductive relation with a 'second winding 7; and this wind- .ing 7 is placed onclosed circuit by contact 12 21 of thecodingde'vice E when the de- VlCB is at rest in such position that this contact is closed.- It follows that when the winding 7 is on'opencircuit, so that the-in- -ductive effect of winding 6 is relatively high with themesult'that this winding prevents train governing current ofan appreciable amou t from; entering winding 18 of track R, The relative instant-assess polarity coding device'E, and the primary of transformerlto terminal Y of the source of alterthe motor-8 to terminal Y. The cqding device E is operated, therefor, when and only ef the train governing current applied to transformer G is opposite to that of the track circuit current applied to the rails by trans-- former T, so that the relay R cannot he picked up by the train governing current. The winding 6 limits the traingoverning. current in winding 18 of relay R to such an amount as not to keep this relay from picking up on the traclrcircu-it current when a' train leaves the section. During each interval between applications of train governing current, winding is placed on short circuit by contact 12 21 of coding device E, thereby reducing the inductive effect of winding 6 and permitting relay R- to be effectively energized by track circuit current whena train leaves the section.

The coding device E is of the motor-operated type, so that there is no assurance that when thisdevice becomes de-energi zed it will come to rest such position that con' tact 1221 is closed. It is important, however, that winding 7 should he placed on closed circuit when a train leaves section A-B, and in order to insure thisI provide a secondcircuit for winding 7, which circuit includes a front contact 15 of track relay R.

The operation of the apparatus shown in Fig. 1, is as follows: Normally the track relay R is energized by track circuit current from transformer T, so that contacts 13 and 14 are open, with the result that the coding device E is at rest and train governing current is not supplied to the track rails through transformer C. lVinding 7 is on closed circuit, because front contact 15 1s closed, and also because contact 21-12 is closed, and so the inductiveefiect of winding 6 is minimum. lVhen a train moving in the direction indicated by the arrow enters section A B, it shunts the track circuit current from winding lSof relay R, so that this relay opens, and the closing of back. contacts 13 and 1% causes periodic application of train governing current to the track rails through transformer C. When the train leaves the section, track relay R will close during the first interval between applica tions of train governing current, that is, the first timethat contact 122l ofcoding de vice E closes. Contact 15 of track relay R willthen place winding 7 on closed circuit, so that it is immaterial whether or not the coding device E comes to rest with its contact 1221 closed.

Referring now to Fig. 2, the apparatus shown in this view is similar to that shown in Fig. 1, except that the secondary 3 of transformer Qwhich supplies trainfgovernmg current, is lnterposed between WlIldlllg' 18 of track relay R and the track rail 1. This means that the train governing current is passed through track relay winding 18, and this is possible because the train governing current is of a frequency different from .the same as in Fig. 1, and the circuit for primary l of transformer C is also the same as in Fig. 1, except that this circuit passes from terminal X of a source of 100 cycle current to a terminal Y which is common to both sources. When contact 12--21 of coding device E is closed, the. primary 4 of transformer G is placed on closed circuit, andthe-prin ary l provided with a second closed circuit which includes front contact 15 of track relay R. the apparatus shown in Fig. 2, when a train occupies the section AB, lOO-c ycle current will be periodically applied to the track rails through transformer C, and during the intervals between the applications of this current the primary 4 of transformer C will be placed on closed circuit. When a train leaves the section,track relay R will pick up on track circuit current-the first time that It follows that with 1 contact 12:21 of coding device E closes, and

madetherein within. the scope of theap-.

pended claims withoutflde parting. from the spirit and scope ofmy invention.

Having thus described my invention, what I cla m 1s:

1. In combination, a section of railway '-1;rack,'a source of track clrcuit current connected with the rails att heentrance end of saidsection, a track relay connected with the rails at the exit endof said section, means lncludi-nga motor and a contact operated.

thereby for periodically applying alternating train governing current to the rails at the exit end :of said section when the track relay is de-energized, two windings in mutual inductive relation one .of which .isinterposed between said track relay and a track railfmeans including a contact operated by said motor for placing the second of saiduvindings on closed circuit during eachinterval between applications of train governing current to the rails, and a second closed circuit for said second winding includinga front contact of said track relay. 2. In. combination, a section of railway track, a source of track circuit current connected with the rails at the entrance end of said section, a track relay connected with the rails at the exit end of said section, a

transformer having its secondary interposed between said track relay and a track rail, means including a motor and a contact operated thereby for periodicallyapplying al erated by said motorfor placing said pri' mary on closed circuit during each interval between applications of train governing current to the primary, and a Second closed cir cuit for said primary including a front contact of said relay. u v

3. In combination, a section of railway track, a source of track circuitcurrent connected with the rails at the entrance end of said section, atrack relay connected with the rails at the exit end of said section, two windings in mutual inductive relation one of which is interposed between said relay and a track rail, means including a motor and a contact operated thereby for periodi cally placing the second of said windings on closed circuit Whensaid relay is de-energized, and a second closed circuit for said second winding including a front contact of said relay.

4. In combination, a section of railway track, a source of track circuit current con-' nected with the rails at the entrance end of said section, a track relay connected with the rails at the exitend ofsaid section, two windings inmutual inductive relation one of which is interposed between said relay and a track rail, means including a motor and a contact operated thereby for periods ically placing the second of said windings on closed circuit Whensaid relay is de-energized, means including a contact operated by said motor for applying alternating train governing current to the rails .at the exit end of said section during the intervals in which said second winding is not on closed circuit, and a second closed circuit for said second Winding including a front contact of said relay.

In testimony whereofI afiix my signature.

RC BERT M. GILSON. 

